“Diacronia” bibliometric database (BDD)

Barese unmarked constructions and the case of preverbal intransitive subjects

Publication: Limba română: diacronie și sincronie în studiul limbii române, I, p. 39
Editors:Rodica Zafiu, Adina Dragomirescu, Alexandru Nicolae
Publisher:Editura Universității din București
Abstract:In the survey of pragmatically unmarked sentential word orders of Barese, a dialect of the Upper-South of Italy, we come across a pragmatico-semantic phenomenon involving the fronting of a subset of intransitive subjects, which generally surface post-verbally in many (Italo-)Romance varieties. I argue that the availability of both pre- and post-verbal intransitive subject positions in Barese responds to two different semantic requirements: the ability to access the relevant information by both interlocutors, which triggers subject-fronting, and the covert presence of a pre-verbal loco-temporal deictic argument, which blocks subject-fronting. The latter situation is extensively discussed in the literature, whereas the former has always gone unnoticed. I discuss the fine-grained semantics of such fronted subject by means of Lambrecht’s (1994) ‘Topic Acceptability Scale’, in order to capture the pragmatico-semantic mechanism that determines the fronting of ‘accessible’ information to both interlocutors.
Language: English

Citations to this publication: 1

References in this publication: 1


Rette die Menschenaffen und ihre Lebensräume

What does finding an injured Tapanuli orangutan mean for their survival?

Samstag, 05 Oktober 2019 18:23 General News
Responders assess the orangutan's injuries Responders assess the orangutan's injuries Image: OIC

On September the 18th a severely injured male Tapanuli orangutan was found on a plantation at the edge of the Batang Toru forest. The orangutan was taken in by the North Sumatra Natural Resources Conservation Agency (BKSDA North Sumatra) and the Orangutan Information Centre (OIC), who took him to receive treatment from the Sumatran Orangutan Conservation Programme (SOCP).

The head of the OIC told Mongobay that the injuries included a gash on his head, and a large stab wound under his left armpit, both of which were infested with maggots. He emphasised that these injuries were caused by humans, stating “Our team suspects that the wounds were caused by sharp weapons. If the injuries were a result of the orangutan fighting with other animals, then there should be scratch wounds, not stab wounds”. Orangutans are often considered as pests by local farmers, which can cause these vicious attacks when the animals venture out of the forest.

 The severely injured Tapanuli orangutan pictured with a gash on his head. Image: OIC.

This orangutan is the first of the Tapanuli species we know to have been found in this condition, and this may be the start of more deadly encounters with humans as their habitat and food sources are depleted further by the Batang Toru dam and its associated infrastructure. Orangutans have extremely low reproductive rates, which means that if over 1% of the population (in this case only a few individuals per year) are killed, it will likely cause population collapse.

Scientists are particularly concerned about female Tapanuli orangutans, as they tend to stick to their home range even if their rainforest is lost. This exposes them to conflict with local people, risk of starvation and dehydration and increases the chance of their young being captured for the illegal pet trade.

Responders assess the orangutan's injuries. Image: OIC.

Unfortunately, the injuries this orangutan sustained whilst fleeing the dam project are unlikely to be an isolated incident as forest clearing and building work continues. This is why the Ape Alliance, alongside the IUCN, are calling for an immediate moratorium on the project. With such small populations and slow breeding rates, every individual orangutan impacted by the dam is dangerous for population viability. The Tapanuli orangutan was discovered to be a distinct species by scientists in 2017, making it the newest, and also most endangered species of great ape.

The species may well be the first great ape to become extinct within modern history. If this comes to pass it would violate a number of commitments made by the Indonesian government, including the Indonesian Law Regarding the Conservation of Biological Resources and Ecosystems (Law No. 5/1990), and the Aichi targets. Therefore, it is important for the Indonesian government to take the warnings from experts seriously.

As well as the imminent threat from the Batang Toru hydroelectric project, the Tapanuli orangutan is threatened by loss of habitat, hunting, human-orangutan conflict, an expanding goldmine, and logging concessions. These factors exacerbate in the face of expanding infrastructure and decreases the barriers between human and orangutan populations, which is likely to lead to more incidents such as this one.

  Article by Ape Alliance coordinator Iona Haines.

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King Bowstring Arch Bridge in Newfield, New York

There are many historic bridges out there whose historic value is one of utmost importance, but never receive the attention needed before it is too late. There are some historic bridges that deserve the attention needed because of success stories of saving them from becoming a pile of scrap metal.

The Newfield Bowstring Arch Bridge is one that is a success story worth noting.  Built in 1873 by the King Bridge Company in Cleveland, Ohio, the 60 foot long pony bowstring arch bridge is one of only five of its kind left in New York State. Originally constructed on Beech Road, the bridge’s fate was on the limb when the decision was made to demolish the bridge in 2002. Yet, thanks to help by one individual, Karen Van Etten, the bridge was preserved in place, and a park was constructed next to the bridge, incorporating the structure. Since 2003, the bridge has been open to pedestrians. It is eligible for posting on the National Register of Historic Places.

Ms. Van Etten has created a website that deals with the success story of this bridge, including some pictures and an autobiography about her and her efforts to save this structure. You can access the website either here or under the Individual Success Stories page which has recently been created for the Chronicles:

It is rare to see an individual historic bridge become the focus of a successful preservation effort, for many websites feature bridges that are in danger of being destroyed in the name of progress, with pleas from the public to provide the know-how and some support to save the structure. While these websites have drawn interest from the public and many historic bridges have been saved thanks to sending the pleas out into the world wide web, what is lacking is individual historic bridge websites dealing with how people came together to save their historic bridge and restore it for reuse as a recreational page. While the Historic Bridge Park website comprises of a cluster of historic bridges that were relocated to a park to serve as a place of exhibition, the Newfield Bridge serves as an example of an individual bridge that was restored for reuse in a park. It is normal that many people take pride in restoring their historic bridge and then let it run its course along with other bridges carrying traffic, what is missing are the motives behind their efforts, let alone how the historic bridge was saved and preserved. As the interest in saving historic bridges increases by the year, and with it the new fields of work that deal with historic bridge restoration, such as welding and bridge building, it is important that individual historic bridges that were recently restored also receive some attention, as they can serve as a guidance for other preservationists to follow. They can also serve as a leverage to those who claim that a historic bridge has no use anymore and should be converted into scrap metal. There are many people, especially politicians, who fall into that category and should spend time looking at success stories of historic bridges like this one, to ensure them that it is possible to restore a precious structure, like the bridge in Newfield, without having to destroy it in the name of progress.

In closing, I would like to ask all preservation groups who have recently restored their historic bridges, regardless of whether it was the Bridgeport Bridge in Michigan, the Bentonsport Bridge in Iowa the Quaker Bridge in Pennsylvania or even the Silverdale Bridge in Minnesota, to follow suit in creating their websites with pictures of their beloved structure, and stories about the successes and shortcomings of preserving their historic bridge. This also applies to those who are in the middle of restoring their bridge or are about to begin their project. After all, we would love to hear about these stories and learn from them so that we can use these facts to restore our precious structure for generations to come.  I am hoping that the people behind the reconstruction of the Sutliff Bridge in Johnson County, Iowa will do the same.

Speaking of Sutliff Bridge…….

Note: The author would like to thank Ms. Van Etten for the use of one of her photos for this page, let alone providing a website domain to create a website, which is This domain is free and one can create some really cool websites.

And yes, there is a new page on there devoted to individual success stories of historic bridge preservation. If you have a success story you want to share with the audience, please send the info, photos and if possible (but highly recommended), your website to the following address and be rest assured, it will be posted here in the Chronicles:

Thank you.

Presidential Elections and Historic Bridge Preservation: Interview with Nathan Holth

Parshallburg Bridge in Chesaning, Michigan: It was one of only five Thacher through truss bridges remaining in the United States before flooding and ice jams destroyed the newly restored structure in 2008.

Author’s Notes: This is the first of many interviews that will be posted on the Bridgehunter’s Chronicles, as the column will look at the successes of President Obama with transportation policies and with it, historic bridge preservation, what challenger Mitt Romney will bring to the country if elected President, and how the Presidential elections will impact the future of America’s infrastructure and bridge preservation and maintenance in general, which despite improvements since the Minneapolis Bridge disaster on 1 August, 2007 (see part I and part II for more details), there are still some critical flaws that need to be addressed, even after the November 6 elections take place.

The first interview is with Nathan Holth, webmaster of, a website focusing on historic bridges, preservation and some interesting facts that he has gathered since the website was launched in 2005. Most of the coverage is in the eastern half of the US and large parts of Canada. In addition to that, he has been actively involved in the Section 106 and Section 4f Process of the 1966 Historic Preservation Laws and has worked with many parties in ensuring that historic bridges targeted for replacement are preserved, regardless of whether they are in place or in a different location.  Here are some questions I had for him, which he took some time to answer. Note that all pictures in this article are courtesy of and the author would like to thank him for the usage.

1. How big of a role have you played in historic bridge preservation since Obama was elected in 2008?
In May, 2011 myself and Luke Gordon worked to remove five abandoned pin-connected truss bridges in danger of collapse in Monroe County, Michigan and place them into storage for future restoration and reuse in new locations. In 2009, myself and Vern Mesler worked to provide the city of Mt. Pleasant, MI with information about the historic significance of a pin-connected pony truss (which turned out to be an 19th Century truss built by Wrought Iron Bridge Company) and the feasibility of its restoration. These efforts helped the city decide to rehabilitate the bridge for pedestrian use rather than replace it with a modern bridge. I have also participated as a consulting party in a number of bridge projects that triggered Section 106.

One of many pony truss bridges in Monroe County, Michigan

2. How would you rate the transportation policies in the US in comparison with the policies regarding preserving historic bridges?

Current United States policy toward all bridges (not just historic bridges) encourages deferring maintainance and repair of bridges while encouraging demolition and replacement projects even though these practices cost taxpayers more money in the long run. This is due to limited federal and state aid to help local agencies with costs of basic bridge maintainance and repair (these costs come exclusively out of local bridge agency’s pockets) while at the same time if a bridge has a sufficiency rating of below 50% (a rating that takes into account many aspects of a bridge including structural condition) the agency is elgible for and frequently awarded a huge grant from the federal and/or state government. As such, bridge agencies tend to be rewarded for allowing their bridges to deteriorate, since the grant money is more widely available for demolition and replacement of under 50% sufficiency bridges. From their perspective, they are saving money because the federal government or state pays for it. However from a taxpayer perspective, this will cost more in the long run and is wasteful in this time where the country needs to lower the national debt and budget deficits, while dealing with aging roads and bridges. The current policy is harmful to historic bridges because it is not possible to build a new historic bridge, a historic bridge can only continue to exist by being maintained or rehabilitated.

3. What improvements would you like to see made?

A far greater percentage of federal and state grants to bridge / transportation agencies should be devoted to aid for projects that involve maintaining, repairing, and rehabilitating existing bridges. This is a policy that would be beneficial for all bridges, not just historic bridges, although historic bridges would greatly benefit. Because it benefits bridges in general, such a policy should enjoy widespread support from the people, since even people who could care less about historic bridges could see the value in maintaining bridges better.

From a historic preservation perspective, it would be nice to see Section 106 apply to all public bridges, not just those with federal involvement. This may be tricky to make reality however because it would touch on a greater issue of states rights and sovereignty. It would also be nice to see Transportation Enhancement grants expanded, or a specific funding program for historic bridges be created similar to the Federal Highway Administration’s  covered bridge funding program, except that this program would preserve all types of historic bridges.

Bridge Street Bridge in Portland in Ionia County, Michigan. One way street, but it appears the politicians are going the wrong way regarding transportation policies and bridge preservation.

4. How would you rate Obama’s performance with regards to what was mentioned in nr.2?  Do you think it will have an impact on the presidential elections?
Obama has not made any improvements to the way in which bridges are funded. The focus continues to be on demolition and replacement projects with limited to no funding for improving existing bridges.

5. Do you think Romney will do better?

Romney would not do better. Both Obama, Romney, and also the various Senators and Representatives that hold positions on surface transportation committees appear to lack understanding of what actually goes on in the world of bridges. They hold the position that this country suffers from “aging” or “crumbling” “infrastructure” as they loosely describe it. They are correct that the “infrastructure” including bridges is crumbling, however I do disagree that “age” is a problem, since if an old bridge is properly maintained in good condition, it can still be safe and functional. These politicians feel that increasing funds is the primary solution to solve the crumbling infrastructure problem. They seem unaware that if we spent more money on rehabilitation and repair that we might be able to make each dollar go further and make greater improvements to infrastructure without increasing the level of funding. They also seem unaware of how wasteful it is to focus only on demolition and replacement.

At the same time, because liberal policy focuses on having government provide people and businesses with assistance to make sure everyone can be successful, liberals (like Obama) are more likely to continue to provide funds for infrastructure. Conservatives like Romney would more likely believe that the people do not need help from government and therefore feel that maintaining a government-owned system of roads and bridges is not a priority. As such I suppose in the short term reduced transportation funding would prevent some historic bridge demolition and replacement projects from moving forward. However it would not bring a halt to the deterioration of these bridges and they would eventually fail and have to be closed. We really do need funding for bridge projects. We just need to change the focus of those projects to maintaining existing bridges.

6. In your opinion, who will win the elections and how will that impact the transportation policies as well as that of historic bridge preservation?

I expect Obama to be reelected and I see no changes in existing surface transportation policy. However, if Romney is elected, I do not see any changes to surface transportation policy. There is a risk that Section 106 and Section 4(f) could be abolished under Romney however, because these protections for historic structures would be seen as government regulation. With the exception of social/religious issues, where Republicans strongly support big government and heavy regulation, Republicans support drastically reducing the role of government. Since historic preservation is not a religious issue, it is undoubtedly something Republicans wish to get rid of.

7. What are your future plans regarding historic bridge preservation?

I plan to continue projects similar to those I outlined above. Continued work through Section 106, and selective direct efforts to save specific bridges.

Thank you, Mr. Holth for your time and assistance in answering some of my questions and best of luck to you.  More interviews between now and 6 November are yet to come.

Mystery Bridge 12: The Bridge out in the middle of nowhere

Oblique view. Photos courtesy of MnDOT This one was taken in 1962

Some time ago, as I was gathering some information for one of the articles I wanted to write for the Chronicles, I happened to scroll around the Root River region using Bing (please refer to an earlier article on Binging for Bridges here.) The region has been and is still filled with metal truss bridges that were built in the 1920s and earlier, even though some of them have been recently closed to traffic due to structural concerns. The river starts in several different areas of Fillmore and Olmsted Counties before converging into one single entity near Whalan (located east of Lanesboro) and slithering like a python enroute to the Mississippi River east of Hokah, a length of over 200 miles counting the main branches. The river is surrounded by high hills and forests and is accompanied by a bike trail which starts at Fountain and (after joining another bike trail at Preston), follows the trail up to Houston.

East of the Houston between county highway 9 on the north side and Minnesota highway 16 on the south end, one will find a hidden jewel that remains over the Root River- the last of its kind. Unlike its counterparts, which have long since been replaced over the past 20 years, this Camelback through truss bridge was built in 1928- according to records provided by the Minnesota Department of Transportation- but has been sitting abandoned since 1986. The bridge has A-frame portal bracing and riveted connections, and the total length is 154 feet long, with the truss span being 148 feet.

It is unknown who built this bridge except this was probably built using state standards introduced in 1914, where pin-connected truss bridges and the creative designs that were invented by many bridge engineers were considered void in favor of the standardized truss bridges with riveted connections- namely Pratt, Parker, Camelback and Warren, although a handful of bridges in Minnesota were built using the Pennsylvania and Baltimore designs, including the Broadway Avenue Bridge in St. Peter.

It is also unknown about the history of the bridge in connection with the nearby community of Houston- 1 mile west of the structure. We do know that a group of citizens in 1985 petitioned to the county to have the bridge taken off the public road system and put into private hands. It was approved in August 1985 and by 1986, the bridge was privately owned, which still holds true today. Access to the bridge is only possible through a narrow dirt road off of county highway 9 on the north side, even though permission to walk on the bridge is needed if one wants to photograph the bridge.

However, stories and the history of the bridge are needed to round out its story, including the motives behind transferring ownership of the bridge to private owners and vacating the road in 1986, a rarity for private owners of a bridge have to assume as much responsibility for the bridge as the local, state and even national governments. But this successful attempt to gain ownership of the bridge has its reasons and it must be heard so that other people who want to own a unique bridge like this one can do so. So please share your stories about this bridge via Jason Smith, using the contact information provided below:

Jason Smith:

To freshen your memory of the bridge, some pics, courtesy of MnDOT are below. Looking forward to hearing your stories.

Side view. Photo taken in 1952
Portal view. Photo taken in 1969
Oblique view. Photo taken in 1983, shortly before its closure.

Interview with James L. Cooper

Photo Courtesy of Tony Dillon

There are many people who have a special interest on a topic and spend a great deal of their free time working on it and presenting it to the general audience. Some of them even spend a great portion of their lives on it. With regards to historic bridges, if one looks back 40 years ago, there were only a handful of people- namely academics, historians, photographers and other enthusiasts- who were passionate about historic bridges- regardless of bridge type, builder, or even history- and worked in this field to generate interest among the common public. The work of people like James Cooper, professor emeritus at DePauw University, has paid off, for the public is more informed about historic bridges and ways to preserve them than they were when he started on this topic 40 years ago.

Phi Beta Kappa Graduate of Wooster College (located between Canton and Mansfield in eastern Ohio) and a Masters and PhD graduate of history at the University of Wisconsin at Madison, Cooper has become known as the father of Indiana’s historic bridges, publishing four books on historic bridges in Indiana and historic bridge preservation over the past 25 years and reviewing over 100 literary works written by many scholars in the field of history, science and technology, and historic preservation, and presenting his topic both live in front of a large audience as well as on TV and radio. He has received many honors and is part of many organizations dealing with history and preservation, including in the field of historic bridges, The Historic Bridge Alliance and the Historic Bridge Foundation, both located in Austin, Texas. Cooper was the keynote speaker at this year’s Historic Bridge Conference, which took place on 21-23 September.

I had a chance to send him some interview questions about his role in historic bridges and he was happy to send me some of his responses in short form to be posted here in this article. He is in the process of posting some of his work as well as literature that is still for sale on a website dealing with Indiana’s historic bridges, which you can click here to access.

Here are some thoughts about his role as the main influential figure in saving historic bridges in the Hoosier state and informing the public on their importance in history….

a. What interested you in historic bridges in general?
I started in the late 1970s with an introduction to material culture studies as a supplement to documentary research.  HAER contacts led me into bridge survey work in Indiana which I combined with more traditional research in my survey publications.  Then Indiana Landmarks Foundation contacted me to turn bridge surveying/historical research into preservation efforts.
b. What is so special about the historic bridges in Indiana?

Indiana was an outpost of eastern transportation forms, routes, and fabrication.  By the 1870s, Hoosiers began to make their own contributions to transportation design and fabrication.  Indiana is part of the process of national development.

c. You have been working with historic bridges for over 40 years. Can you summarize what accomplishments you have made  apart from books and presentations?

Since I regard myself as a professional historian, books and presentations are more than “not just.’  I have also played a role in the preservation of bridge company documents and records.  Have been a member “of a village” leading (a) to the preservation of a number of structures and (b) to arguments for historically-sensitive repairs rather than replacement one-member-at-a-time.

d. From your point of view, how big of interest do the people in Indiana have in historic bridges in comparison with other states?

I don’t know about the % of interest by state.  We have an active Covered Bridge contingent.  We have more and better-positioned resources (preservationists, craftsmen, engineers) than most states to support local folk interest in retaining a historic bridges of all materials.

e. From your point of view, how has the US handled its infrastructure since the Minneapolis Bridge Disaster on 1 August 2007?
The engineers who studied the I-35 event found (a) that the bridge collapsed because of a drafting design error with a given gusset plate, (b) that the Minn Dept of Transport was aware of the plate bucking at least a year before via inspection w/o really addressing same, (c) that the authorities precipitated what was an impending difficulty by allowing the placement of massive construction weight on this part of the bridge.   Much of this agency incompetence got subsumed in the press by pushing forward the annual FHWA/AASHTO/DOT PR over the number of structurally deficient and obsolete bridges on American highways as the implicit “cause” of the disaster. (Note: FHWA means Federal Highway Administration, the AASHTO stands for American Association of State Highway Transportation Office and PR means public relations)
In Indiana, the FHWA and INDOT used the occasion to target historic metal-truss bridges.  Note that I-35 was not that old or historic…but no matter for the PR and agency opportunity.
And the US since Obama took office in 2009?
The old federal system for funding transportation through gas taxes has rather run its course.  The politicians are not willing to increase those taxes nor to provide significant supplementary funding.  Republicans in the House of Reps have even voting to end the dedication of the gas tax to transportation.  Slowly the hwy engineering agencies are beginning to think about more repair rather than more knee-jerk replacement, but we are a way yet from economic and engineering efficiency as the primary values here.
f. Who will win the Presidential Election in November and why?

I don’t know who will win in Nov.  If the Democratss get enough in charge of the congress as well as the presidency, they may cobble together some fix for the old funding system.  If the Republicans take charge, we may be in for new transportation funding rules.

Thank you for the interview.

Historic Bridge Conference 2012: Indiana

Photo gallery:

Guiford Red Bridge in Dearborn County
Vernon Fork Bridge in Decatur County
Lost Bridge in Dearborn and Ohio Counties
George Street Bridge in Aurora (Decatur County)

Galbraith Bridge in Bartholomew County. Previously closed for repairs, it was reopened in time for the Historic Bridge Conference.
Cave Hill Road Bridge in Ripley County
Champs Ford Bridge in Decatur County
Furnas Mill Bridge in Johnson County


DETERMINATION Acids have some characteristics which are as follows-

To determine the pH of a monoprotic acid
we just take the concentration of H+ ions (at equilibrium in case of
a weak acid) formed in the solution and put the H+ value in the
below formula and easily get the pH value.

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but in case of di, tri or more generally
polyprotic acid the pH determination method is something lengthy. For this we
need the step wise dissociation constant (Ka) values. Polyprotic
Acids have some characteristics which are as follows-

a. can give more than one proton.

b. dissociation of 2nd and
consecutive protons are more difficult as after dissociation the acid turns to
a negatively charged ion and it is increasingly difficult to lose proton from a
negatively charged species compared to a neutral molecule.

c. having n (n>1) no. of ionizable
proton, the 1st dissociation step should be faster than all other
steps i.e. Ka1 should be greater than that of Ka2, Ka3
and so on.

We can discuss an example-

Q. Calculate the pH of 0.05 (M) H2SO4 solution.
(Given Ka1= Very Large, Ka2=1.2 X 10-2)

Approach: As here it is given that Ka1
is very large so we can easily assume that H2SO4 is fully ionized to H+ and
HSO4- ion. So, we can write it as-

H2SO4   ?      H+      +      HSO4-

0.05 (M)      0.05 (M)    0.05 (M)

That means the concentration of H+
ion, H+ after first dissociation is 0.05 (M).

Now coming to 2nd dissociation
step. But it is involving comparatively low Ka value than the 1st
one, (Ka2 = 1.2 X 10-2). So, it can be treated as
equilibrium as follows-

HSO4-   ?      H+      +      SO42-

Suppose x (M) HSO4-
has dissociated. So, at equilibrium the picture will be like below-

HSO4-   ?      H+      +      SO42-

At equilibrium
 0.05 – x      0.05 + x           x              (As already 0.05 M H+

ion has been produced

in the 1st step)

So, the total H+ ion
concentration, H+ at equilibrium is (0.05+0.0085) (M) = 0.0585 (M)

Therefore, the pH value will be-

pH = -log10 H+ = -log10 (0.0585) =

Below, there is a similar problem which is
open to all of you. Try to solve it own.

Q. Calculate the pH of 0.02 (M) H3PO4 solution.
(Given Ka1 = 7.5 X 10-3, Ka2 = 6.2 X 10-8
and Ka3 = 4.8 X 10-13).


Search result(s) - wáng-wang

A large rent or hole, a gaping wound, gash; to make a gash or rent. May bábha ang likód níya, kay ginlabô ni Fuláno. He has a gaping wound on the back, for he received a gash from N.N. Ginbábha níya ang báyò ko. He tore a large hole in my jacket. Ginbabhaán níya ang íya likód. He made a gaping wound in his back. Ibábha sa likód níya ang ímo binángon. Give him a gash on the back with your bolo. (see wáng-wang).

Wide open, large (of a wound, etc.). (see bábha, wáwha, wáng-*wang).

To gnaw, nibble, bite off piece by piece. Wang-itá lang ang maís nga binóog. Just gnaw (off the cob) the roast corn (popcorn). Ang idô nagawáng-it sang túl-an. The dog is gnawing the bone. Ang mga bátà malúyag magwáng-it sang tubó. Children like to eat sugar-cane (biting bits off the stalk). (see páng-os, háng-it, kítkit).


Raphael Deem

Raphael is a Systems Engineer at Ticketmaster and open source contributor. He is a relative newcomer to the community, having started working with Kubernetes within the last six months. Prior to working at Ticketmaster, he was a remote engineer for Platform.sh, a Paris-based PaaS built with Python and LXC containers running on AWS. He was (briefly) a high school math teacher, and is a casual juggler.


1 removalist in Tullamarine, Melbourne and surroundings

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Chess Moving Melbourne

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Recollection fact or fiction essay

science fiction and design

It is important because it is involved in almost every aspect of cognition including problem solving, decision making, attention, and perception. In this section, Plato uses these characters to discuss the paradox of inquiry and propose a possible solution to it. This knowledge, Plato believed, was gained when the soul resided in the invisible realm, the realm of The Forms and The Good.

This does not imply that I enjoy eating by myself or watching movies alone. This kind of prodding teaches us to put the idea of performance at the forefront of how we form memories.

Truth and ethics change ideas to fit the facts, whereas power and politics change facts to fit the ideas. However, there are crucial differences about this new era of algorithmically controlled manufactured recollection — most notably, scale and uniformity. Originally popularized by the standalone app Timehop, a version of it is now implemented on Facebook, Instagram, Google Photos, and Apple Photos, creating a regular cadence of induced nostalgia on a mass scale and normalizing a new inflection point in how and when millions of people revisit images.

how to create a design fiction

As algorithmically manufactured recollection on platforms continues to take hold, we must ask what memories are left on the outskirts.

Using the Platonic concepts of 'Forms', 'particulars', 'knowledge' and 'true opinion', this essay explains what can or cannot be recollected, why all knowledge is based on recollection, and why the doctrine does not prove the soul to be immortal Therefore, when people are learning or discovering, they are just recollecting things they already forget.

Speculative design fiction

He then extends this reason to all plants, animals, and things that come to be. There is certainly an argument to be made that fiction—even labeled fiction—has no place in the newspaper. Meno came to conclusion after a long discussion with Socrates that it is impossible to know what virtue is. Where I came from, a composite character was a fiction. Counterexamples positively verify and proexamples negatively falsify the validity of 'sense' for 'know'. We can also explore how to preserve connections to experiences and thoughts beyond the cues of images. Do your duty. Thus, truth and ethics, in construction, intrinsically motivate subjects, to seek and find independent confirmation between its consciousness externalized as behavior, including form-shaping-content, as in recollection as well, spatializing time, and the other's behavior internalized as consciousness, including content-shaping-form, and temporalizing space. Whose truth? Current content is conveyed from periphery to depth, along temporalizing space in recollection, and from depth to periphery, along spatializing time in construction.
Rated 5/10 based on 108 review
Constructive Recollection Philosophy Application


My first Magazine - Page 12

Image Theft, Photo Plagiarism, and Copyright!

With billions of photographs being available so widely all over the World Wide Internet, it is not uncommon to see not only individuals, but also companies using other people’s work for their own benefit.

In some cases, theft is loud and clear, with images being used without any permission, and in other cases, images are stolen and altered and manipulated in Photoshop to create something vastly different.

Should photography only be allowed to display reality, or is it acceptable to alter images for presentation purposes? And if manipulation is acceptable, what are its limits, if any? These are very hard questions to answer, but with some common sense, we can create a set of ethical rules and guidelines that should help photographers in determining what’s acceptable and what’s not.

What about situations, where a photographer borrows another photographer’s idea and perspective to get a very similar, if not near identical shot? Now this one is a topic of endless debates, one capable of sparking huge arguments on both sides of the game.

Firstly we will discuss copyright law. Copyright only applies to physically manifested work; this can be in the form of a photograph or a digital file. It does not apply to a thought or idea or concept for an image. Whoever ‘reduced such ideas into material form’ will then be the person holding the rights to that work regardless of whether or not it was their concept. The person who holds the rights to an image is therefore its creator, and does not need to be the person responsible for pressing the shutter release on the camera specifically, but rather the person responsible for the artistic input, which includes styling, lighting, sets and composition.

Where South African law differs from international law is in the line “commissioned photographs are owned by the commissioner (client)” This means freelance photographers have no rights to their work. This is a contentious issue that may be covered in further articles and forums. But fortunately this issue can be circumvented by mutual agreement, even when it takes the form of a verbal agreement. The act allows for negotiation of these default terms, and consequently any agreement negotiated comes under contract law which then overrides the Copyright Law.

Copyright is automatic; you do not need to take any action to ensure your photograph is protected by the law. Adding the copyright logo to an image only serves as a reminder that the creator reserves rights on the usage of the image. Secondly, it allows interested parties to know who to contact if they want to obtain rights for an image. Marking an image with copyright information should include the copyright owner's name, the year the image was first made public or was published, the copyright symbol and which rights are reserved.


Associations to the word «Outline»

OUTLINE, noun. A line marking the boundary of an object figure.
OUTLINE, noun. The outer shape of an object or figure.
OUTLINE, noun. A sketch or drawing in which objects are delineated in contours without shading.
OUTLINE, noun. A general description of some subject.
OUTLINE, noun. A statement summarizing the important points of a text.
OUTLINE, noun. A preliminary plan for a project.
OUTLINE, noun. (film industry) A prose telling of a story intended to be turned into a screenplay; generally longer and more detailed than a treatment.
OUTLINE, verb. (transitive) To draw an outline of something.
OUTLINE, verb. (transitive) To summarize something.

Dictionary definition

OUTLINE, noun. The line that appears to bound an object.
OUTLINE, noun. A sketchy summary of the main points of an argument or theory.
OUTLINE, noun. A schematic or preliminary plan.
OUTLINE, verb. Draw up an outline or sketch for something; "draft a speech".
OUTLINE, verb. Trace the shape of.

Wise words

Winston Churchill


Mendeleev’s periodic table

Dmitri Mendeleev

Dmitri Mendeleev (1834-1907) was a Russian chemist. In the 19th century, he was one of several scientists who were looking for ways to organise the known elements. Mendeleev published his first periodic table of the elements in 1869.

Features of Mendeleev’s tables

Mendeleev arranged the elements in order of increasing relative atomic mass. He then considered the properties of the elements and their compounds. Mendeleev found that this allowed him to arrange elements with similar properties below each other into groups. However, to make this work, he had to:

  • leave gaps for yet to be discovered elements
  • swap the order of a few pairs of elements

Mendeleev’s 1869 table showed groups of elements in horizontal rows, but from 1871 he showed groups of elements in vertical columns.

Six rows, eight columns showing H, Li, Be, B, C, N, O, F. Na, Mg, Al, Si, P, S, Cl, K,  Ca, Ti, V, Cr. Fe, Co, Ni and Cu. (Cu), Zn, As, So, B,  Rb, Sr, Yt, Zr, Nb, Mo, Ru. Rh, Pd and Ag.

Predictions using gaps

Mendeleev left gaps in his table to place elements not known at the time. By looking at the chemical properties and physical properties of the elements next to a gap, he could also predict the properties of these undiscovered elements. For example, Mendeleev predicted the existence of ‘eka-silicon’, which would fit into a gap next to silicon. The element germanium was discovered later. Its properties were found to be similar to the predicted ones, which supported the ideas behind Mendeleev’s periodic table.

Pair reversals

Iodine has a lower relative atomic mass than tellurium. So iodine should be placed before tellurium in Mendeleev’s tables. However, iodine has similar chemical properties to chlorine and bromine. To make iodine line up with chlorine and bromine in his table, Mendeleev swapped the positions of iodine and tellurium.


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Taming the Atom

(Critical Survey of Contemporary Fiction)

The atomistic view of the world—the hypothesis that all matter consists of tiny particles in ceaseless motion—dates back two and a half millennia to the Greek philosopher Democritus. That basic mental image remained essentially unchanged until the early years of this century, when the quantum theory of matter was created in order to explain the puzzling, illogical behavior of matter at a subatomic level. Quantum theory accounts for otherwise unaccountable subatomic phenomena by stating that matter exhibits both the properties of a particle and the properties of a wave. Although it is counter intuitive, accepting this premise allows physicists to construct mathematical equations which do indeed accurately describe and predict subatomic phenomena.

Until recently conventional physics and quantum theory could coexist because each was applied in a different sphere. One hypothesis adequately described everything above the level of the atom; the other adequately described the subatomic realm below. As von Baeyer writes, “Our perceptions of the atom—the miniature grain of sand and the quantum mechanical phantom—exist without a shadow of a doubt. The first we see and the second we know, and the gulf between them is profound.”

Although the gulf is profound, it has narrowed to the merest crack. As scientists’ tools penetrate the perimeter of the atom, what has been hypothetical and mathematical is about to become directly perceptible. The two hypotheses must converge and be reconciled, or one or the other must be discarded. If, as von Baeyer suggests, quantum mechanics emerges as the single picture of the world, then a profound revolution is at hand. “The way humans perceive physical reality would differ from today’s perception as profoundly as today’s materialistic perspective differs from the medieval spiritual one. . . . The circumstances are propitious for the third millennium to begin, like the twentieth century, with a wonderful new insight into nature’s grand scheme.”


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Interpreting the sacred

             The word religion is a term that generates different meanings to different people, in different settings.
             In the book, Interpreting the Sacred, Paden examines different views of religion and how they were interpreted, through different perspectives. (Interpretive frames) These "frames" have been put in place to give the reader a different perspective on a theory.
             Paden will examine the social, psychological and comparative theories. Each of these theories has its own idea of what religion is about, and attempts to teach it.
             Next, Paden's idea of "contextuality", what it involves, and how it is used to solve the problems associated with each of these theories will be discussed.
             The Sociological Theory.
             In 1912, sociologist, Emile Durkheim, developed a model to explain religion. This model was based on the concept of society.
             Durkheim sought to prove that religion was a system of belief and behavior, which represented social ideals. Durkheim argued that society creates a culture by building and shaping it, which in turn develops social roles and identities for people. Therefore, if society can create a culture, than why could it not create gods?.
             Further along in his study, Durkheim coined the phrase "the totemic principle". This principle entailed the way communities grasped a certain symbol that identified their tribe and placed value on it. Durkheim saw these religious symbols as social symbols. If society creates culture, and culture creates symbols; than ultimately these religious symbols are social symbols. With this in mind, Durkheim stated that religion can only be explained sociologically.
             For Durkheim, "religion is a system of beliefs and practices relative to sacred things, uniting into a moral community for those who adhere to them" (p.32) .
             Another perspective during this period was that of Max Weber. Weber set forth to study how types of religious outlooks, correlate with types of social values.

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Chapter 2. Tax revenue scenarios in road transport: A conceptual framework

This chapter introduces the conceptual framework used to describe the main characteristics of the taxation of road transport, encompassing the three main tax bases in the sector: energy use, vehicle stock and road use. The chapter also discusses how different tax types contribute to specific aspects of a sustainable tax policy strategy over the long term, taking revenue, fairness and efficiency considerations into account. Finally, the chapter discusses the degree of tax base disaggregation that is relevant to answering strategic questions concerning transport tax policy.

This chapter introduces the conceptual framework used to describe the main characteristics of the taxation of road transport. It first introduces a revenue function encompassing the three tax bases in the sector: energy use, vehicle stock and road use. Second, it considers the contribution of different tax types to specific aspects of a sound revenue-raising policy. Third, the chapter concludes by discussing the degree of disaggregation of the main tax bases necessary to capture shifts in tax bases that are relevant to answering strategic questions concerning transport tax policy.

2.1. A revenue function in road transport

Governments collect tax revenue in road transport from three tax bases: energy (E), vehicle stock (V) and road use (M), i.e. kilometres driven, which can be summarised in the following revenue function:

R e v e n u e = R E + R V + R M (1)

= i t a x i * J o u l e i + j t a x j * n b   v e h i c l e s j + k t a x k * k m   d r i v e n k

Revenue from energy ( R E ) relates to energy purchases in a country. It includes all energy types, i, such as gasoline, diesel and electricity, used in road transport. Currently, energy use in road transport derives predominantly from fossil fuels, but may shift towards alternative fuels following technological advances, falling prices for alternative fuel vehicles and stringent climate or air pollution policies. The energy base comprises fuel that is bought (and taxed) within a country, even if combusted abroad. Countries tax energy in road transport generally via excise duties per litre of fuel or specific taxes on the carbon content of the fuel (OECD, 2018[1]). Sometimes emissions from road transport and electricity production are instead, or additionally, covered by an emissions trading system (OECD, 2018[2]).

Additional revenue ( R V ) is collected from motor vehicles that are registered in a country. Tax rates can depend on a combination of specific vehicle characteristics, j, for example, a vehicle’s type (i.e., whether the vehicle is a bus, passenger car, truck, motorcycle), engine power, weight, type of fuel used, whether the vehicle is used for commercial or personal purpose, or according to the environmental performance of the vehicle. Countries tax motor vehicles, for example, via one-off registration or sales taxes and via recurrent taxes on vehicle use or ownership. These taxes usually take the form of specific taxes or ad valorem taxes on the price (OECD, 2018[3]).

Revenue can also be derived from road use ( R M ). Countries can tax the number of kilometres driven, where driving types, k, distinguish, for example, between specific vehicle characteristics, driving on specific roads (tolled vs non-tolled), driving at a specific time of the day, or can depend on an area’s population exposure or congestion level. Typical road-pricing systems take the form of distance charges (e.g. motorway or city tolls) or congestion charges. Alternatively, taxation can take an access charge approach, for example in form of a vignette or some types of congestion charging (e.g. cordon fees). Such systems require fees to be paid to access the public road network for a specific period of time, but have no direct link to the amount of kilometres driven.

The three tax bases in road transport are connected. For example, driving a given distance with a specific vehicle technology determines the amount of energy that a vehicle uses; e.g. driving 100 km with an efficient internal combustion engine requires less energy than driving the same amount of kilometres with an inefficient engine. To represent the relationships between tax bases, the present analysis makes some assumptions (e.g. on the average number of kilometres driven and the average fuel used per vehicle technology and a given vehicle age), which are further discussed in Chapter 5.

The revenue function in equation (1) helps to illustrate how the technological trend towards more fuel-efficient and alternative fuel vehicles may affect tax bases differently. For example, improving the fuel-efficiency of internal combustion engines reduces the amount of fuel used to drive a given distance everything else equal. Shifts towards vehicles using alternative fuels will affect the vehicle and energy tax base. Chapter 5 presents details on the technology scenarios used in the analysis and their impact on the three tax bases.

Finally, the revenue function is useful to illustrate implications of tax reform on revenues. For example, increasing fuel taxes will have the immediate effect of increasing tax revenues via the impact on R E . However, drivers may reduce fuel consumption as a consequence of higher fuel taxes, either by driving less or by driving more efficiently (e.g. through shifting towards more fuel-efficient vehicles or alternative fuel vehicles) or both. Chapter 6 simulates the tax base and revenue effects under different tax reforms in the transport sector, while considering these types of behavioural responses.

2.2. Sound revenue-raising from taxation in road transport

Fair and efficient revenue-raising in road transport requires consideration of issues related to revenue stability, tax competition, tax system efficiency, administrative costs, as well as fairness and equity implications. This subsection discusses these themes, differentiating, where necessary, between fuel and carbon taxes, vehicle taxes and charges on road use. Table 1.1 in the introduction provides a summary of the findings.

2.2.1. Revenue stability

Stability of transport tax revenues depends on the responsiveness of tax bases to changes in tax rates, and this varies with specific design features of a tax and the broader economic context. For example, consumer responsiveness to taxation varies with the original price level (i.e., are prices high or low before the tax reform), household characteristics (such as income and geographical location), and the availability of substitutes, e.g. public transport and car-pooling (Douenne, 2018[4]; Gillingham and Munk-Nielsen, 2019[5]; Spiller, Stephens and Chen, 2017[6]). If substitutes are expensive or unavailable, behavioural responses may only occur at high price levels. In contrast, where substitutes are readily available at small additional cost, price response can be substantial even at relatively low price levels.

The responsiveness of tax bases to changes in prices, or in tax rates, is generally expressed via backward-looking elasticities that are less informative in the present situation, where the likelihood of deep change is significant. Usually, estimates of elasticities relate to past fuel consumption, vehicle use or kilometres driven, i.e., consumer behaviour that is associated with the circumstances prevalent at that time, such as income levels and available substitutes. Such backward-looking elasticities are useful to evaluate future trends only to a limited extent in a situation where technological progress has the potential to develop alternative means of transport and change relative prices deeply, and where a sectoral transformation is sought.

Another aspect of revenue stability is inflation. Often fuel excise applies as a volumetric unit charge, and nominal tax rates do not always automatically increase with inflation. Therefore, real tax rates decline, gradually eroding tax revenue (OECD, 2018[1]). Mahler et al. (2017[7]) determine substantial revenue forgone from energy taxes in Germany because nominal tax rates are not adjusted for inflation. Some countries index statutory tax rates for inflation, including Australia, Chile, Denmark, the Netherlands, Norway and Sweden.

The literature suggests that excise duties and carbon taxes on fossil fuels may be an attractive instrument to raise stable revenue in the short run given the relatively low short-run responsiveness of the tax base to prices. Meta-analyses of backward-looking elasticities by Graham and Glaister (2002[8]) and Labandeira, Labeaga and López-Otero (2017[9]) find that gasoline consumption typically reduces around 2-3% in the short run when fuel prices rise by 10%, while the responsiveness is larger in the long run (see also Braathen (2000[10])). Recent studies have found much larger behavioural responses to changes in tax rates than to changes in pre-tax prices of a similar magnitude (Rivers and Schaufele, 2015[11]). The potential of fuel taxes to foster a switch towards more fuel-efficient and alternative fuel vehicles reduces their potential to generate stable revenue streams in the longer run.

The stability of revenue from vehicle taxation depends on the design of the tax. A periodic tax on vehicle ownership or circulation (i.e. usage) induces a fairly stable revenue flow, whereas the one-off character of a registration or a purchase tax renders revenue dependent on fleet turnover and the business cycle. Vehicle taxes can inadvertently set up a tension between revenue raising and environmental objectives. For example, a registration or purchase tax may reduce fleet turnover and thereby technology take-up, because it can push households to delay buying a new car. Ad valorem taxes, which apply as a percentage on the sales price of a vehicle, that do not vary with environmental criteria tend to incentivise price-sensitive households to choose relatively cheaper or second-hand cars instead of cars with new and expensive technologies.

Distance-based charges can help establish a relatively stable revenue stream when transport decarbonises, because they primarily relate to driving and not to the amount of fuel that is used to drive. Although distance-based charges incentivise driving fewer kilometres, few substitution possibilities for driving exist in the short to medium run in areas where public transport networks are not well developed. This lack of alternatives reduces the elasticity of driving compared to the elasticity of fuel consumption and improves the efficiency of raising revenues via distance-based charges (Parry and Small, 2005[12]). (In the long run, Molloy and Shan (2013[13]) suggest that households may consider changes in transportation costs in their residential location choice, if they have decided to relocate anyways.) Drivers also seem to respond less strongly to fuel prices in adjusting distances driven than they do in adjusting fuel consumption (Small and Van Dender, 2007[14]), which makes driving a more stable tax base and taxes related to driving a superior tool to raise revenues in the transport sector. Distance-based charges are also a promising tool to raise revenue in a future with more automated vehicles and shared services, because, similar to other tax categories, they can be made neutral with respect to the ownership or the usage of the vehicle.

The revenue stability from distance-based charges depends also on the design of the tax. Instruments that reflect driving behaviour, such as distance-based or congestion-based schemes, will perform better in targeting driving behaviour. Conversely, vignette systems are charged per vehicle and driving period, but do not vary with the amount or the timing of driving. This makes them equivalent to a tax on accessing the road network, instead of a charge on driving, which limits their potential to manage driving behaviour fairly and efficiently and to raise revenues. Mandell and Proost (2016[15]) mention that vignettes raised less revenues than comparable distance-based charges in Europe in the past.

2.2.2. Tax competition

International competition for mobile tax bases can affect the potential to raise tax revenues in the transport sector, in particular, revenues related to the fuel tax base (but also related to the driving base, if a jurisdiction can be bypassed easily). Vehicle taxes apply only to domestic vehicles, which reduces the potential for international competition.

Fuel tourism can significantly affect tax revenues collected from fuel taxes and lead to tax competition across jurisdictions. Governments levy excise duties and carbon taxes in the country where fuels were purchased, as opposed to the territory where the vehicle is driven and the fuel ultimately combusted. Jurisdictions may set low rates in the hope of attracting foreign fuel tax bases. Tax competition can push drivers to alter their routes, not for a specific destination, but solely to refuel their tanks and benefit from low excise duties.

The impact of fuel tourism on tax revenues can be particularly strong with respect to diesel used in trucks, as trucks often travel internationally and can store large quantities of fuel (Mandell and Proost, 2016[15]). Fuel tourism at the passenger car level occurs particularly in border regions. Its intensity depends on different factors, including transport costs (e.g. distance to a border, valuation of time and frictions related to language, money, and border procedures), but also on income, infrastructure, and the availability of alternative travel modes (e.g. public transport). Recent studies find evidence for fuel tourism across European countries and US states (Banfi, Filippini and Hunt, 2005[16]; Manuszak and Moul, 2009[17]). Recently, Kennedy et al. (2018[18]) suggested that in the Republic of Ireland approximately 9% of tax revenues from excise duties in road transport may be attributed to fuel tourism.

Tax competition for mobile tax bases is particularly likely in interconnected geographical areas, where competences for setting tax rates are heterogeneous and border crossing is simple. For example, Evers, de Mooij and Vollebergh (2004[19]) and Paizs (2013[20]) find evidence that European governments strategically set diesel excise levels in response to tax rates or tax changes in neighbouring countries. In line with findings from the general tax competition literature, e.g., in Kanbur and Keen (1993[21]), small countries seem to set lower diesel tax rates than large countries (Paizs, 2013[20]; Rietveld and van Woudenberg, 2005[22]). De Borger and Proost (2012[23]) discuss the different mechanisms for governments’ strategic behaviour in setting transport tax rates and the related theoretical literature. Analyses of fuel tax competition do generally not look at governments’ tax setting behaviour when tax bases erode exogenously (e.g. from technological evolution) as in the present case.

The European Energy Tax Directive (2003/96/EC) sets minimum excise duty rates, which limits the erosion of rates via tax competition across European member states to some extent. Currently, minimum rates are set at EUR 0.359 per litre of petrol and at EUR 0.330 per litre of diesel. The minimum rates prevent countries from taxing fuel below these levels, but they have “not been sufficient to prevent the persistence of significant divergences” across EU member states (European Commission, 2007[24]). The EU minimum rates have not been revised since 2003 and reflect neither the energy content nor the CO2 component of fuels. This results in taxation that is not neutral across fuels and may bias decisions towards less taxed fuels, which are not necessarily the most socially efficient choice.

In the context of tax competition, distance-based charges provide some advantages over alternative tax instruments. While vehicle taxes cover a country’s residents only, distance-related taxes or congestion charges are independent of the nationality of the driver and instead relate to the territory where driving takes place. At the same time, the risk for base erosion through tax competition plays a less prominent role for distance-related taxes than for fuel taxes – at least in those countries that drivers cannot bypass easily. A co-ordinated approach across several countries within a specific transit region may reduce the potential for tax competition further.

Mandell and Proost (2016[15]) suggest that distance-based charges for trucks can be “contagious” across countries and be the preferred tool in a country’s tax competition game. They find that the possibility to tax distances on top of fuel use allows countries to attract commercial driving through reduced fuel taxes while keeping revenues stable via the distance tax. However, existing regulation in Europe may mitigate these competition effects, particularly in countries where fuel taxes are set at the minimum level and where caps on the level of distance-based charges are binding.

2.2.3. Tax system efficiency

Optimal taxation theory provides no reason for taxing intermediated goods (e.g. commercial trucks and cars or fuel used for work related travel) in a situation where externalities are priced. By the Diamond and Mirrlees (1971[25]) result, taxing intermediate inputs to production will distort the allocation of resources away from the taxed towards the non-taxed input. In the case of commercial trucks, for example, a high vehicle tax would distort decisions away from using trucks in production processes towards more expensive inputs, even if they yield equivalent outputs and environmental effects.

Intermediate inputs that generate externalities, such as fuel and vehicle use and driving, should ideally be taxed at a rate that reflects external costs. Currently, the full range of external costs from driving are under-priced in many countries. This includes estimates of external costs which relate to using fossil fuel technologies during driving (e.g. carbon emissions, air pollution and noise), but also those costs that are unrelated to fossil fuel use and would remain present even under a fully decarbonised vehicle fleet (in particular, accidents, congestion, road damage, noise, use of public space and reduced mobility for non-drivers). Van Dender (2019[26]) gives an overview of some of the driving-related external costs by kilometre in different contexts, e.g. rural vs urban driving, different degrees of congestion.

Fuel taxes and distance-based charges are more efficient in targeting driving-related external costs compared to vehicle taxes. The latter are suboptimal in this respect, as vehicle taxes can only account for average vehicle characteristics, but not the externalities related to driving behaviour, the amount and the place of driving (Van Dender, 2019[26]).

Fuel taxes are a good instrument to account for external costs from CO2 emissions, because these emissions are proportional to fuel use. However, they target other driving-related external costs less well, in particular those that depend heavily on vehicle technology, driving behaviour, the specific driving location and pollution exposure that varies across geographic areas.

Vehicle taxes can differentiate according to the emission profile of a vehicle, including both local air pollution and carbon emissions. Focussing vehicle taxes only on fuel-efficiency or CO2 emissions can stimulate the sale of diesel cars despite their negative impact on health and the environment through air pollution (Teusch and Braathen, 2019[27]). The vehicle purchase tax in Israel, for example, accounts for many different emissions, including carbon dioxide, particulate matter and nitrogen oxides (OECD, 2016[28]). Current vehicle taxes do generally not account for the observed gap between real-life emissions and the advertised emission profiles derived from test cycles. For given tax rates, the increasing gap between test and real-world emission values leads to substantial amounts of tax revenue forgone in 11 European member states (Forum Ökologisch-Soziale Marktwirtschaft / Green Budget Germany and Green Budget Europe, 2018[29]).

Distance-based charges, if carefully designed, have the potential to deliver more efficient road transport because they can reflect additional external costs related to driving (Parry and Small, 2005[12]). For example, distance-based charges can vary depending on the average pollution profile and weight of a vehicle and as such reflect the costs related to air pollution and road damage. They can also mirror spatial and temporal variation in driving; thereby reflecting population exposure to external costs, such as noise and air pollution, and integrating costs from congestion during peak hours and locations. Neither fuel nor vehicle taxes are able to integrate the external costs from driving differentiated by location and time as efficiently as distance-based charges do (Van Dender, 2019[26]).

In the EU, distance-related charges for trucks apply within the framework of the EU Eurovignette directive (1999/62/EC) and subsequent amendments (2006/38/EC and 2011/76/EU). The original Eurovignette directive said that charges should relate to costs for developing, constructing and operating the network. Revisions of the directive complement this “user pays principle” by a light version of the “polluter pays principle”, i.e. current truck toll rates may vary to a certain degree in order to account for environmental (air pollution and noise) or traffic management objectives. However, maximum values on external cost charges limit their potential to reflect full external costs from driving. For passenger cars, no specific EU legislation exists. Pricing road use, by cars or trucks, also needs to respect the broader principles set out in the EU Treaties, in particular the principle of non-discrimination on the grounds of nationality.

2.2.4. Fairness and equity implications

The potential distributional consequences stemming from transport tax reform need to be considered. Estimating and presenting the distributional effects along income and spatial dimensions can form a basis for designing accompanying policy measures that may support tax reform. Accompanying measures may advertise and encourage the use and development of alternative travel modes (such as public transport or car-pooling) and support households that are affected disproportionally by the reform in the short run, but cannot easily adjust to the reform due to budget constraints. Bento (2009[30]) shows that different support measures (flat transfers, income-based transfers or distance-based transfers) can have important and different impacts on the distributional impacts of gasoline taxes.

Distributional effects of fuel taxes differ across countries, income levels (Sterner, 2012[31]; Flues and Thomas, 2015[32]) and geographic areas within a country, because differences in work distances play an important role in driving patterns. For example, fuel taxes may place a disproportionally high burden on households living in rural areas (see simulation in Bureau (2011[33]) and Spiller, Stephens and Chen (2017[6])), who cannot reduce driving needs in the short run by substituting towards public transport, moving location or changing jobs. Similarly, in the absence of revenue recycling, distance-based charges may have adverse effects on households with long commutes and that cannot easily adjust driving patterns in the short run. (Levinson (2010[34]) reviews the equity effects of road pricing.)

Vehicle taxation also has equity impacts. Ad-valorem vehicle taxes may be progressive if low-income households purchase less expensive cars more often. In addition, if vehicle taxes are differentiated by emission bands, providing lower rates for more efficient vehicles, and if high-income households predominantly drive fuel-efficient cars, the tax could be regressive. Fully exempting electric vehicles from taxation likely benefits predominantly high-income households that can afford purchasing these vehicle types.

The widely applied tax exemptions and benefits for electric vehicles are not only expensive in terms of revenue foregone, but are likely to be regressive too. Borenstein and Davis (2016[35]) show that an income tax credit in the United States for plug-in electric vehicles disproportionately benefits the top income quintile, receiving 90% of all credits. The authors explain this strong regressive effect by the fact that low-income households may not invest in expensive electric vehicles and by the non-refundability of the credit. A recent study by Muehlegger and Rapson (2018[36]) shows that means-tested subsidies directed towards low- and middle-income buyers in California achieve electric vehicle take-up in this segment of the market, but that the revenue cost is large.

2.2.5. Administrative costs

The costs of collecting fuel taxes are relatively low. Fuel excise and carbon taxes are relatively easy to administer, as the number of fuel producers or importers is low. Compliance costs for taxpayers are usually low too. Where fuel used for commercial purposes benefits from reduced rates, compliance costs increase, as it requires truck companies to either file refund claims in all countries where fuel was purchased or to adjust tax returns and respond to audits.

In view of the higher revenue stability and the better management of external costs from driving, distance-based charges becomes an appealing option to fuel and vehicle taxation, even if the administrative costs of managing the former are more important. Van Dender (2019[26]) reviews literature on the costs of electronic tolling systems, concluding that distance-based charging systems have historically been expensive, but that historical data may not be a good indicator to predict costs in the future. Technological progress in charging techniques allows systems to become fine-tuned to particular circumstances and be run efficiently to bring costs down compared to historical estimates. In countries where tolling infrastructure already exists, benefits to extending distance-based charges to a wider tax base may outweigh additional costs.

Privacy concerns about data collection through distance-based charging system should be addressed. For example, simple odometer readings can assess distances travelled by a vehicle without detailed information on the driving, but such systems cannot implement rates that vary with location and congestion levels. GPS-based systems, which track a vehicle’s position and driving anytime, can accommodate differentiated rates. Carefully designing GPS-systems may reduce potential privacy concerns. For example, in Oregon’s experimental distance-based charging programme and the current German truck tolling system, driving-related data are destroyed as soon as drivers pay their road user charge (Kirk and Levinson, 2016[37]; Langer, Maheshri and Winston, 2017[38]).

2.3. Tax base disaggregation

Simulating the development of tax bases and revenues under different technology scenarios and future tax reform requires disaggregating further the three tax bases (energy use, vehicle stock and road use). The disaggregation needs to capture all margins that are relevant to answering strategic questions concerning transport tax policy. For the present analysis, the relevant shifts in tax bases derive both from technology change and from potential behavioural adjustments to tax reform. A potential disaggregation is sketched in Figure 2.1.

Figure 2.1. Disaggregation of tax bases along relevant behavioural and technology margins

Note: AFV = alternative fuel vehicle; EV = electric vehicle; ICE = internal combustion engine.

Source: OECD/ITF representation.

Breaking down the tax bases into personal as opposed to commercial vehicles, such as trucks, captures the fact that these vehicle categories use different technologies. For example, currently trucks mainly rely on technologies using diesel, while personal vehicles use different types of fuels. In addition, the speed and extent at which these technologies develop in the future likely varies across both categories. (Note that 2- and 3-wheelers, light duty vehicles (i.e. vans), buses or special purpose vehicles are not considered in the analysis.)

Personal and commercial vehicles also differ in their driving patterns and potential behavioural responses to tax reform. Drivers of personal vehicles typically respond to increases in fuel prices by reducing fuel use (see Section 2.2.1), while it is often argued that road freight is relatively price inelastic. However, Graham and Glaister (2004[39]) find that the latter may not be the case as several studies report a decrease in fuel consumption following a fuel price increase in freight, acknowledging that evidence is still sparse.

The simulation would ideally also discriminate between the residence countries of drivers as some tax types, such as vehicle taxes, apply only to domestic drivers. The margins and magnitude of behavioural response to tax reform likely differ in this dimension too. While a foreign truck driver who crosses Europe regularly can decide to refuel in many different countries along the route, a domestic driver, who would not leave the country under general circumstances, will be more restricted in the choice of where to purchase fuel.

It would also be necessary to differentiate some locational aspects of driving, in particular whether a vehicle is driven on a motorway or on other roads, and whether the driving takes place in an urban context or not. When incorporating separate road types, different margins for tax reform can be considered, e.g. the introduction of motorway tolls, congestion charges or other distance-based measures. Since driving behaviour and the availability of substitutes (e.g. public transport) varies substantially across urban and non-urban areas, a breakdown along these lines would be necessary to capture the relevant behavioural responses to tax reform. For example, an increase in fuel taxes may have different implications on driving and energy use-patterns depending on the availability of public transport in specific areas.

Because the tax system in road transport often includes special provisions for alternative fuel vehicles (AFV) as opposed to vehicles with an internal combustion engine (ICE), a further disaggregation in this respect may be useful. For example, beneficial treatment for AFV’s is available across a large set of countries, e.g. in the form of vehicle tax incentives or reduced road tolls (German et al., 2018[40]). AFVs and ICEs also use different fuel types and respond differently to changes in fuel taxes as well as technological evolution. A further division of ICEs according to the specific fuel-efficiency of different car models or technology types can capture differences in the energy consumption profiles of these cars.

[16] Banfi, S., M. Filippini and L. Hunt (2005), “Fuel tourism in border regions: The case of Switzerland”, Energy Economics, Vol. 27, pp. 689-707,

[30] Bento, A. et al. (2009), “Distributional and Efficiency Impacts of Increased US Gasoline Taxes”, American Economic Review, Vol. 99/3, pp. 667-699,

[35] Borenstein, S. and L. Davis (2016), “The Distributional Effects of US Clean Energy Tax Credits”, ax Policy and the Economy, Vol. 30, pp. 191-234,

[10] Braathen, N. (2000), Behavioral responses to environmentally-related taxes, COM/ENV/EPOC/DAFFE/CFA(99)111/FINAL, (accessed on 27 March 2019).

[33] Bureau, B. (2011), “Distributional effects of a carbon tax on car fuels in France”, Energy Economics, Vol. 33/1, pp. 121-130,

[23] De Borger, B. and S. Proost (2012), “Transport policy competition between governments: A selective survey of the literature”, Economics of Transportation, Vol. 1, pp. 35-48,

[25] Diamond, P. and J. Mirrlees (1971), “Optimal Taxation and Public Production I: Production Efficiency.”, The American Economic Review, Vol. 61/1, pp. 8-27,

[4] Douenne, T. (2018), “The vertical and horizontal distributive effects of energy taxes: A case study of a French policy”, FAERE Working Paper, No. 2018.10,

[24] European Commission (2007), Commission Staff Working Document. SEC(2007) 170/2,

[19] Evers, M., R. De Mooij and H. Vollebergh (2004), “Tax Competition under Minimum Rates: The Case of European Diesel Excises”, CESifo Working Paper Series, No. 1221,

[29] Forum Ökologisch-Soziale Marktwirtschaft / Green Budget Germany and Green Budget Europe (2018), Loss of revenues in passenger car taxation due to incorrect CO2 values in 11 EU states, A report commissioned by the Greens/EFA group in the European Parliament,

[40] German, R. et al. (2018), Vehicle Emissions and Impacts of Taxes and Incentives in the Evolution of Past Emissions. Report to EEA, European Topic Centre on Air Pollution and Climate Change Mitigation,

[5] Gillingham, K. and A. Munk-Nielsen (2019), “A Tale of Two Tails: Commuting and the Fuel Price Response in Driving”, Journal of Urban Economics, Vol. 109, pp. 27-40,

[39] Graham, D. and S. Glaister (2004), “Road Traffic Demand Elasticity Estimates: A Review”, Transport Reviews, Vol. 24/3, pp. 261-274,

[8] Graham, D. and S. Glaister (2002), “The Demand for Automobile Fuel: A Survey of Elasticities”, Journal of Transport Economics and Policy, Vol. 36/1, pp. 1-25,

[21] Kanbur, R. and M. Keen (1993), “Jeux Sans Frontières: Tax Competition and Tax Coordination When Countries Differ in Size”, The American Economic Review, Vol. 83/4, pp. 877-892,

[18] Kennedy, S. et al. (2018), “Assessing the Level of Cross: Border Fuel Tourism”, Irish Journal of Social, Economic and Environmental Sustainability, Vol. 1/2, pp. 4-22,

[37] Kirk, R. and M. Levinson (2016), Mileage-Based Road User Charges, Congressional Research Service,

[9] Labandeira, X., J. Labeaga and X. López-Otero (2017), “A meta-analysis on the price elasticity of energy demand”, Energy Policy, Vol. 102, pp. 549-568,

[38] Langer, A., V. Maheshri and C. Winston (2017), “From gallons to miles: A disaggregate analysis of automobile travel and externality taxes”, Journal of Public Economics, Vol. 152, pp. 34-46,

[34] Levinson, D. (2010), “Equity Effects of Road Pricing: A Review”, Transport Reviews, Vol. 30/1, pp. 33-57,

[7] Mahler, A. et al. (2017), Die Finanzierung Deutschlands über Steuern auf Arbeit, Kapital und Umweltverschmutzung, Forum Ökologisch Soziale Marktwirtschaft e.V./Green Budget Germany,

[15] Mandell, S. and S. Proost (2016), “Why truck distance taxes are contagious and drive fuel taxes to the bottom”, Journal of Urban Economics, Vol. 93, pp. 1-17,

[17] Manuszak, M. and C. Moul (2009), “How far for a buck? Tax differences and the location of retail gasoline activity in southeast Chicagoland”, The Review of Economics and Statistics, Vol. 91/4, pp. 744–765,

[13] Molloy, R. and H. Shan (2013), “The Effect of Gasoline Prices on Household Location”, Review of Economics and Statistics, Vol. 95/4, pp. 1212-1221,

[36] Muehlegger, E. and D. Rapson (2018), “Subsidizing Mass Adoption of Electric Vehicles: Quasi-Experimental Evidence from California”, NBER Working Papers, No. 25359, National Bureau of Economic Research,

[3] OECD (2018), Consumption Tax Trends 2018: VAT/GST and Excise Rates, Trends and Policy Issues, OECD Publishing, Paris,

[2] OECD (2018), Effective Carbon Rates 2018. Pricing Carbon Emissions Through Taxes and Emissions Trading, OECD Publishing, Paris,

[1] OECD (2018), Taxing Energy Use 2018: Companion to the Taxing Energy Use Database, OECD Publishing,

[28] OECD (2016), “Israel’s Green Tax on Cars: Lessons in Environmental Policy Reform”, OECD Environment Policy Papers, No. 5, OECD Publishing, Paris,

[20] Paizs, L. (2013), “Asymmetric competition in the setting of diesel excise taxes in EU countries”, Acta Oeconomica, Vol. 63/4, pp. 423-450,

[12] Parry, I. and K. Small (2005), “Does Britain or the United States Have the Right Gasoline Tax?”, The American Economic Review, Vol. 95/4, pp. 1276-1289,

[22] Rietveld, P. and S. van Woudenberg (2005), “Why fuel prices differ”, Energy Economics, Vol. 27, pp. 79-92,

[11] Rivers, N. and B. Schaufele (2015), “Salience of carbon taxes in the gasoline market”, Journal of Environmental Economics and Management, Vol. 74, pp. 23-36,

[14] Small, K. and K. Van Dender (2007), “Fuel Efficiency and Motor Vehicle Travel: The Declining Rebound Effect”, The Energy Journal, Vol. 28/1, pp. 25-51,

[6] Spiller, E., H. Stephens and Y. Chen (2017), “Understanding the heterogeneous effects of gasoline taxes across income and location”, Resource and Energy Economics, Vol. 50, pp. 74-90,

[31] Sterner, T. (2012), Fuel Taxes and the Poor: The Distributional Effects of Gasoline Taxation and Their Implications for Climate Policy, RFF Press, New York,

[27] Teusch, J. and N. Braathen (2019), “Ex-post cost-benefit analysis of environmentally related tax policies Building on programme evaluation studies”, forthcoming in: OECD Environment Working Papers, OECD Publishing, Paris.

[26] Van Dender, K. (2019), “Taxing vehicles, fuels, and road use: Opportunities for improving transport tax practice”, OECD Taxation Working Papers, No. 44, OECD Publishing, Paris,

End of the section – Back to iLibrary publication page


dreamstime_xxl_42602961When it comes to your marriage ending, you are more likely to get emotional than not. That’s fine. There is a huge chapter of your life that is coming to an end and grieving the loss of seemingly the most important relationship in your life is something that more often than not, has to happen. However, there is a very distinct difference between being emotional in the privacy of your own home and in a meeting with your soon-to-be ex-spouse and your lawyers.

The reason avoiding emotion during mediation is helpful is that is allows you to present yourself as competent. Who do you think is more likely to get what they want out of a divorce: the person sobbing and screaming at the top of their lungs or the person who sits calmly and respond to questions rationally and at a regular volume? That’s right, the person who appears to be level-headed is much more likely to get their way.

There are, however, hot button issues that often cause those who are going through the divorce to fly off the handle. The most common hot button issue is that of custody of children. Parents get very easily excited when it comes to their children, and rightfully so. If you know that you will react emotionally to something specific, be sure to disclose that information to your lawyer so that if need be, he/she can navigate the conversation elsewhere or perhaps pull you into another room for a few minutes so that you can calm down.

Remember, it’s alright to be upset about your divorce, but make sure to do so in a place and manner that will not make you look bad. If you need help arranging a divorce, call the experts at Pavithran Law today!


Kevin Roberts believes that video technology is now a necessity in professional football, but argues that players must adapt their behaviour to ensure it is a success.

Co-hosting major events has become increasingly common. Why has the landscape changed in international sport and what are the complications, as well as the opportunities, associated with such an approach?

The number of people watching NFL games in stadiums and on television has fallen significantly over the last few years. Richard Clarke assesses whether empty seats and poor ratings are signs of a permanent decline.

Zhao Jun, chief executive of CSM, wants to renegotiate her company's 8-billion- yuan deal for Chinese Super League rights after  the league imposed restrictions on the transfer of foreign players. Ben Cronin spoke to the ‘8-billion-dollar sister’ at the recent Sportel media convention.

Television networks can't get enough of reality programmes that follow the everyday lives of sports stars. Barry Wilner finds out how the USOC and NFL are using the content to generate interest in their live events.

Coca-Cola's decision to feature a fictional character from EA Sports' Fifa 18 in its marketing campaign for the 2018 World Cup shows how the console game has become a star in its own right, says Richard Clarke.

Joseph Eapen, senior vice president, SMG India, looks at audience and viewing figures for the Pro-Kabaddi League (PKL) in India.


There is no "Magic Pill"

For some reason, it is always at the end of a season, that parents start the age old question "how can- when will my kid get faster?"

The answer is very simple: Come to practice!

Of course, it is always not as simple as it sounds. There is a little more involved, then simply swimming laps up and down the pool, but that’s where it begins. Unfortunately, like anything worth doing well in this world, there is no magic pill.  The answer is very old fashioned; hard work.. This can be done is a number of ways when it comes to swimming

1- Come to practice. How many days a week? Answer that question by asking the swimmers a different question, "How good do you want to get?" There is a direct correlation between number of days at practice and rate of progression. The more you come to practice, the more you will learn. The more you learn, the better you will become. And with different ages, there are different answers. Younger swimmers may only need 3-4 days a week, while older swimmers do need 5-6.

2- Be Coachable. This is harder than it sounds. There are some who are very stuck in their ways, and will not change no matter how many times a coach can tell them something. Change can be very scary as an adult, imagine how much harder it is for a child, young adult.  But we have to be open to change, and willing to try new things. We as coaches want the best for each and every swimmer, so when we are trying to change a stroke, turn, attitude, there is a reason for it. If something is not working for you, change it.

3- Always stay positive. Swimming is a long, sometime tedious sport. We are talking about months, years of staring at a black line with your head under water. It is tough to do. Failures will happen. DQ’s will happen. Plateaus will happen. Always keep the faith that this too will pass. As a swimmer gets older, it is very possible to only do a best time once a twice a year! And that is normal. We just have to stay positive and realize that this is a process and it is all about baby steps. Celebrate the little victories in the sport.

Please remember, just because one season is coming to an end, does not mean that the hard work and practice stops there. As soon as one season ends, there is another one right around the corner. Start thinking about the next season, and what your swimmer can do now to be better then.

Just my two cents today


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On the Record

Farm fresh

On the Record with Bill Hristakos

DeKALB – Bill Hristakos is from a small farming town near Sparta, Greece, where everyone knows each other by their first name.

He moved to the United States when he was 24 and has been in the restaurant business since 1984.

Hristakos owns Ellwood Steak and Fish House, 2219 Sycamore Road in DeKalb, and Bill’s Organic Olive Oil, which is made from fruit grown in his family’s orchard in Greece. The olive oil is imported and used at his restaurant and also can be purchased at the DeKalb and Sycamore farmers markets, which begin this week.

The Sycamore Farmers Market runs from 3 to 7 p.m. Tuesdays in the parking lot at the corner of Sacramento and State streets and the DeKalb Farmers Market runs from 10 a.m. to 2 p.m. Thursdays in Van Buer Plaza at the corner of North Second and Locust streets.

Hristakos met with MidWeek reporter Katrina Milton to discuss his olive oil and farmers markets.

Milton: Tell me about your olive orchard.

Hristakos: The olive orchard with about 3,000 trees belonged to my parents, my family, for generations. My parents are no longer alive, they died when they were 96. So it’s true, olive oil does do wonders. When they passed on, I had to make a decision, to sell or keep the orchard. I sold some trees and kept about 1,800. I return to Greece for the month of November for the harvest and creation of the olive oil, then bring it back here. I use the olive oil in my restaurant and sell it at local farmers markets.

Milton: How do you make olive oil?

Hristakos: In November, when the olives are harvested, I take them to the co-op where the olives are washed and they take away the leaves. The olives are then crushed by a machine for 15 minutes to an hour. Then they go into another machine that spins and separates the oil from the crushed olives. Pomace oil can be created if the olives are pressed a second time.

Milton: What makes your olive oil different from others?

Hristakos: What makes my olive oil unique is that once the olives are harvested, within five hours, they are pressed. That keeps the oil’s acidity very low. Extra virgin olive oil is 0.8% acidity or below. This year, my olive oil’s acidity is 0.16%.

Milton: Why do you grow olives?

Hristakos: It’s my hobby, something fun and a tradition in my family. People are consuming more and more olive oil. There is a lot of demand for it. Olive oil never spoils, but the color and flavor lasts two to three years. People are using it for their skin, their hair, therapeutic reasons. It’s nice in food, even just putting some on a fresh salad.

Milton: How would you recommend eating olive oil?

Hristakos: My olive oil has a fresh, peppery taste. You can eat it plain with bread or with some balsamic vinegar and parmesan cheese. When cooking, start with a little bit and pour more at the end. If you add too much olive oil at first and are cooking with high temperatures, you can lose some of the flavors.

Milton: Will you sell your olive oil at farmers markets this year?

Hristakos: I will be at both the DeKalb and Sycamore farmers markets this year, selling my olive oil and giving out samples. You can also purchase the olive oil at my restaurant. The olive oil costs $12 a bottle or two for $20. I love farmers markets because of the atmosphere. People talk, ask questions. It’s very social. People get together and shop local. They see each other, have a good time and find quality things to buy for their dinner table.

Milton: How long have you been in DeKalb and how is it different from Greece?

Hristakos: I’ve been in DeKalb for four years. In Greece, there’s scenery and gorgeous islands full of olive and orange trees. In DeKalb, the farms have their own beauty, with the rows of corn and red barns. Each area has its own beauty.

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Ask myself questions relating to the key factors 2. The egg proteins helps in the structure, color and flavor of the final batter and goes through coagulation or sometimes even Mallard- browning because of the small amount of glucose present, reacting with the proteins. Meanwhile, I have taken the time to boil the quail eggs, and afterwards, towards the end few minutes before the cake is finally ready, I have also spent the time cutting the strawberries. References My references came from different sources as following: Practical exam time constraint?

Eventually, towards the end of my decision-making, I have decided not do the Creamy chicken and almond ribbon sandwiches due to the time constraint. The eggs contains a lot of phosphorous and vitamin B2, B6 and B This is one of the dishes that I have done well in. They also require sufficient proteins present in their food intake to give them energy. Maillard browning is a complex chemical reaction that occurs when food containing sugars and proteins are heated. Context-Based Learning in Physics.

Approaching Food & Nutrition Coursework =f&n Dept= O Level [6087]

This should also be helpful for pregnant women. Assemble in order as above.

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Approaching Food & Nutrition Coursework =f&n Dept= O Level [] – ppt video online download

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f&n coursework research and development

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WSS F&N e-Space: Coursework A Guide

I have decided to question myself on how I have done for my practical exam. What I will do after completing this section? How many dishes should I prepare?

The strawberries are meant to emphasize on the presentation of the chocolate cake and make it look outstanding. I will remember to bring accessories or presentation items to beautify my overall setting, bearing in mind that each dish contains different types of uses of eggs. Show how eggs can be included in different ways in a variety of dishes.

Scotch Eggs are hard-boiled eggs coated with minced meat and breadcrumbs and then baked or fried.

Keep in mind that the research has to communicate ideas and concepts clearly and effectively. Also iron found in the egg yolk helps in the manufacturing of red blood cells, necessary for the foetus in pregnant women as well as replacing blood loss in lactating women.

You may need to add more milk or powdered sugar to reach the desired consistency: These factors must be related to the task on including eggs in different ways in a variety of dishes and how are these egg dishes important for different people. Ask myself questions relating to the key factors 2.

I have specifically chosen quail eggs so as to not make the salad look much an. Other reactions of carbohydrates like gelatinization, dextrinisation f&b caramelisation will perhaps occur when the mineral is present.

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How can this dish provide the essential nutrients for the people who This dish custard involves using a lot of egg and according to my background information that I acquired in Secondary three, egg contains minerals like calcium, vitamin D, E, B1, B2, B9 and B My presentations Profile Feedback Log out. Allow milk to cool before adding a tablespoon to the egg mixture ensuring the milk will not be curdled by the egg mixtureand then gradually stir in the rest of the milk. Also, as most of degelopment peers are using mostly chicken eggs in our practical exam, we decide to buy a whole tray of 30 chicken eggs which will develolment expensive than a dozen eggs.

Calcium is required for blood clot after an injury. However, the elderly should try to avoid food that is high in coufsework. Let me help you. Pour into prepared custard cups.

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